When Mercedes-AMG lifted the covers off their C43 range we were not exactly blown away with the styling or performance figures but then they revealed the facelift earlier this year which not only came with a power hike but drastically improved cosmetics.

The output of the 3.0-litre V6 increased 390 hp (287 kW), thanks to larger turbochargers that operate at higher boost pressure. This has turned out to be a recipe that has made this particular model something of a runaway sales success.

Back on to the cosmetics and we could not get enough of the sleek rear end. The biggest changes include a rear deck spoiler now in the same colour as the car, a reworked rear bumper with a larger diffuser and new-look twin round chromed tailpipes. It transforms the aesthetics of the car and gives it that much needed AMG presence. Up front it could use a lower splitter or aero flics but that is just the boy racer inside of me.

Inside the car you are treated to a new 12.3-inch digital display that can be configured to show whichever information you like and in the C43 models, it also has a unique mode (Supersport design) which positions a rev-counter right in the middle. Perfect to keep an eye on your speed and revs.

Now, the beating heart of the C43 Coupe might not be the same as the V8 firebomb in the C63, but what you’ll find under the bonnet is still pretty special. There is ample torque available from just about any point in the rev range that pins you to the seat as the C43 Coupe leaps from 0 to 100 km/h in 4.7 seconds. The great part about that acceleration time is that the C43 Coupe can do it irrespective of the road or weather conditions. Try a flat out pull off in the C63 in the wet and you will be needing some new underwear. The C43 Coupe, however, just squats and goes.

Obviously that is because it is way down on power but it also features Merc’s 4MATIC system as standard. This system is biased towards the rear wheels but makes the C43 Coupe feel secure and impressively fast around corners.

When you want to do comfort it does not disappoint here either. Yes you feel a much harsher ride than a standard C-Class (this is an AMG after all) but thanks to the standard adaptive dampers you can decide between a comfortable cruiser or a formidable continent-crosser just by switching the driving mode. In the C43 Coupe, the driving modes also affect a flap in the exhaust that really changes how it sounds. The sounds that come out of those four chrome pipes is something to experience. You continually find yourself going up and down through the gears just to hear gear shift bang and downshift pops. It is an intoxicating noise and even driving slowly but revving the V6 high is rewarding.

Overall, the C43 Coupe is a really good combination of abilities wrapped in an attractive body. While short of the C63 Coupe’s brutality, the ‘mid-way’ C43 Coupe gets a huge part of the looks and performance for less money. It’s still pretty expensive, though, and optional extras aren’t cheap.

When BMW revealed the M760Li xDrive back in 2016, it was the fastest and most expensive BMW you could buy at the time so it wasn’t anything to ignore at all. Fast forward to 2018 and although the new M5 is quicker, this is one astonishing Bavarian beast.

It is obviously based on the 7 Series saloon, but comes with the added oomph thanks to a massive (but very refined) twin turbo 6.6-litre V12 engine and despite the M at the start of the name, this car isn’t built to be as dynamic as other M Division models, as it is created to be super-fast and super-comfortable.

The V12 powerplant shoved into this limousine packs 600 hp (448 kW) and 800 Nm of torque. Since it features the clever xDrive system, this 2.2 ton saloon can sprint to 100 km/h in 3.7 seconds (just 0.3 seconds slower than the new M5). Hold your foot flat and you will reach a limited top speed of 250 km/h. Customers can choose to fit the M Driver’s Package, which increases the top speed threshold to 304 km/h.

Most of the time the M760’s all-wheel drive system is rear drive-biased, but when required xDrive will reduce the torque flow to the rear axle and direct it forward. However, at no point will the split be greater than 50/50. BMW claims that three years ago a powertrain this powerful, and therefore this car, wouldn’t have been possible due to the rear axle being unable to cope with such high levels of torque and even in this car it launches in second gear so the 800 Nm of torque doesn’t turn the expensive bits into metal mash.

As you can imagine a car like this is extremely comfortable and that is thanks to the Executive Drive Pro air suspension which comes as standard in the M760Li. Obviously it is capable of astonishing speeds which is why you need to be careful on the open road as it always feels MUCH slower than what you are actually travelling at.

Driving the V12 twin turbo rocket is an experience on it’s own. Pop it into comfort mode and you are cruising on a cloud. Light up the dash in red after pushing Sport mode and you will make a mockery of most cars on the road today. The way she gets off the line is something to experience and the reaction you see in the video below pretty much sums up the potent package that is the M760Li.

With a base price of R2,828,411 you would expect the standard spec to be more than enough and you would be right but adding options like the R137k Individual colour option can hike this base price very quickly. As mentioned the standard spec is more than what anyone can use and you are surrounded by the highest quality materials fitting of a flagship from a brand like BMW.

To wrap it up, the M badge sits well on the big 7 Series, turning it into a fast, fun saloon but without harming the car’s luxury credentials. Its handling abilities will surprise you given the sheer weight of the package but at the end of the day it is still a luxury car, and it executes its job to perfection.

Fun fact: Apparently South Africa is the biggest market in the world for the M760Li xDrive.

]]>https://www.zero2turbo.com/2018/09/driven-bmw-m760li-xdrive.html/feed0Driven | Mercedes-AMG GLC 63 S 4MATIC+ Coupéhttps://www.zero2turbo.com/2018/07/driven-mercedes-amg-glc-63-s-4matic-coupe.html
https://www.zero2turbo.com/2018/07/driven-mercedes-amg-glc-63-s-4matic-coupe.html#respondTue, 31 Jul 2018 12:20:48 +0000https://www.zero2turbo.com/?p=43715The launch control is easy to engage and thanks to the 4MATIC+ system, you pretty much get a facelift every time you execute one.

It has been quite some time since I drove a properly potent SUV so when the Mercedes-AMG GLC 63 S Coupé arrived for me I knew I would be impressed considering it’s facts and figures but I was not expecting it to be so well-rounded at the same time.

The GLC 63 S 4MATIC+ comes in SUV and Coupe variants but if you looking for something to match the looks with the grunt, you have to opt for Coupe as the sleeker roofline lends itself very well to the AMG styling. Let’s get something straight off the bat, the GLC is Mercedes’s mid-size SUV between the GLA and big daddy GLC but it is by no means a small machine. It is rather imposing and makes quite the statement with it’s newly-introduced Panamerica grille but there is no denying that this version (the Coupe) is a handsome machine.

Mercedes’s large-slatted Panamerica grille actually looks at home on the GLC’s significantly sized body, and the rest of the car looks muscular without being bulky. It is adorned with matte black skirts, wheel-arch extensions, a deep rear splitter and there is a particularly conspicuous duck-tail spoiler almost perfecting the Coupe’s profile.

Under the hood sits a twin-turbo V8 punching out 510 hp (375 kW) of power and 700 Nm of torque. This is the same unit used in many AMG models these days and this is connected to the 9-speed Speedshift automatic transmission which is currently the only option available from the AMG stable. This output ensures the 2 ton CSUV (Coupe SUV – yes we made that up) can sprint to 100 km/h from standstill in just 3.8 seconds. This is good enough to make it in to the top 5 fastest SUV’s you can buy in South Africa but as you can imagine, shifting a large chunk of mass at this pace uses a lot of petrol and boy is she thirsty when driven spiritedly.

The launch control is easy to engage and thanks to the 4MATIC+ system, you pretty much get a facelift every time you execute one. The system cleverly shifts torque between front and rear axles automatically and the limited-slip differential lock really makes for rather good control during fast cornering. This is electronic in the S variants otherwise it is mechanical.

We know the launch control is immense but what is it like to drive ‘normally’? Obviously it is hilariously fast but what surprised us the most is just how much power there is available at all times. Whatever speed you’re doing, a sniff of extra throttle adds a double figures, and comes with a rise of the bonnet and roar of 4.0-litre V8. The driving modes (Comfort, Sport, Sport+, Individual and Race on the S models) do make a difference, but when you have 700 Nm of torque at your command that’s still pretty formidable whatever mode you’re in, even Comfort with its toned-down responses.

Could you live with it? You most certainly can thanks to a comfortable ride, well made and cleverly laid out interior (albeit a little dated), and well suited to adult passengers and luggage but be prepared to pay your local filling station a very regular visit.

Pricing is not for the faint-hearted with the Edition 1 base price setting you back R1 876 870 and the non-Edition 1 a slightly better R1 689 067 but as with all high-end cars these days the options lists are massive and the price can grow very quickly.

So is this car sensible or good value? Well probably not but the AMG engineers did not make that one of their goals. They did succeed in creating a fairly well-rounded SUV with a fire-breathing heart and outstanding performance figures so enjoy it while you can because this will not happen forever (if ever again).

PRO’s

Styling
Radical performante
Driving position

CON’s

Not loud enough for all out AMG
Fuel consumption (not an issue if you can afford one)

Late last year, Porsche unveiled their new Porsche 718 GTS models and I was fortunate enough to attend the local media launch launch this morning and get some time behind the wheels of these mid-engined creations from Zuffenhausen.

As a reminder, both variants pack an increase in power taking it to a total output of 269 kw (365 hp) and 420 Nm of torque thanks to a newly developed intake duct and an optimised turbocharger for the 2.5-litre, four-cylinder boxer engine. This makes it 11 kW (15 hp) more powerful than the 718 S model and up to 26 kW (35 hp) more power than its GTS predecessor models with naturally aspirated engines.

Although these cars are available with a manual six-speed transmission as standard, I can very confidently say the optional Porsche Doppelkupplung (PDK) is the one to go for. The cars are also equipped with a host of options as standard, such as the Sport Chrono Package, Porsche Torque Vectoring (PTV) with a mechanical rear differential lock and Porsche Active Suspension Management (PASM), which lowers the body by ten millimeters but enough of the tech mambo jambo.

Straight from media briefing I hopped into the Cayman GTS and chased an instructor from Germany in a 991.2 Carrera GTS around Kyalami circuit in ideal conditions. Each lap we cranked the drive mode up until we were in Sport Plus mode and once there you realise how damn good this entry-level Porsche actually is. It has been quite some time since I have driven a small, mid-engined car on the iconic track and the feedback, response and grip levels are on point on any section of the track.

This car instills an enormous amount of confidence in you because it is so well balanced and as mentioned the feedback is phenomenal. I was pushing the car much harder than I expected and you will know very quickly if you have pushed it beyond the grip level but it wont try to kill you. Burying your foot flat on the straights and the more powerful GTS only slightly creeps away from you once again proving that this turbocharged engine packs more than enough punch for a car that weighs just under 1.5 tons.

In the Boxster S, the differences are so small they are almost negligible. There was a tiny bit more understeer when coming into a corner a bit hot but it is just as good out on the tarmac as it’s hard-top brother. If I hadn’t driven them back to back, I don’t think I (or anyone) would notice the minuscule handling differences.

Out on the open road you notice how good the chassis is because this is one of the first proper sports cars that doesn’t ride like one on the less than perfect roads. You actually don’t realise how fast you are going until you have a look at the speedometer which is a second indication and hat tip to the brilliant underpinnings of the car.

It was a fantastic day out with Porsche South Africa and not only was the car hugely surprising, the launch was executed to perfection.

We spend about 20 minutes behind the wheel so it’s not a full review but thanks to some driver friendly roads out in the Cradle of Humankind, I got to see what the Porsche 911 fighter from the British manufacturer was all about.

From a styling point of view the feedback seems to be very contrasting. Some people love it, some people dislike it a lot but I can safely say after inspecting it in the metal I am very much in the former category. It has little (if anything) in common with its predecessor which was the intention from the outset. Aston CEO, Andy Palmer, made it clear that each new model would have a distinctive design, albeit tied together with brand-wide themes. The car is very well proportioned and thanks to the short overhangs (front and rear) bumps and ramps (there are plenty in SA) are absolutely nothing to worry about. At the front there is a big gaping mouth giving off a serious predator vibe and at the back you get a very prominent diffuser which looks more fitting for a race car than a comfortable road car.

Inside the changes are fairly drastic too thanks to plenty new technology and even some hardware from Mercedes but the similarities between this and the DB11 are slim. There is a new seat design which places the driver lower in the car and enables taller drivers to get properly comfortable. The steering wheel design is more aggressively-shaped and is a pleasure to grip.

The new Vantage is the second Aston to use the Mercedes-AMG sourced 4.0-litre twin-turbo V8 and with a power output of 503 horses and 685 Nm of torque you are not short of grunt. Firing the car to life and you will instantly notice a louder angrier tone from idle when comparing it to the V8 DB11. There is an optional sports exhaust (quad pipes) which will make this even more enticing and could even make it the most aggressive sounding car to use this power plant (apart from the AMG GT R). The exhaust is definitely not as intense as some of the AMG’s as the company chose to produce a different type of sound which takes away some of the pops and bangs from the hardcore AMG models.

Is it fast? Well of course it is fast it has 375 kW on tap and more low-down grunt than you can ever need. It really comes to life when you stretch its legs though. Drama is a plenty when burying the loud pedal and even though it is turbocharged, there is still very strong pull over the last couple of thousand revs. The new Vantage is fitted with the eight-speed ZF auto box which seems to be perfect choice. It is rather refined under gentle play but swaps cogs almost as fast as a double-clutch. Shifting the drive mode into Sports Plus or Track and you get a lovely little shunt in the back too.

The chassis is definitely something to write home about and the adaptive dampers work in perfect harmony to give you the most ideal ride depending what mode you are in. There is no comfort mode only the base Sport setting but if you are buying an Aston Martin Vantage, you are not looking for cloud like comfort anyway. This is a sports car and it rides like a sports car. Hit some twisty roads like we did and the steering feedback sparks to life. There is a lot of front-end grip and thanks to the very clever electronic differential these corners are made into very light work for the Vantage.

So should you buy one? Well it is ultimately up to the buyer and their preference in terms of brand but with a starting price of R2,800,000 you can bet there will be plenty excited Aston buyers (many first time Aston owners to be) getting ready to place their order. For those more fond of a traditional manual gearbox, be patient as that variant will be coming further down the line.

It’s a pure sports car whose dreamy beauty is matched by its German brawn and we would happily add one to the garage if it was an option.

The current range topper of the GT range from Mercedes-AMG is called the GT R and I was fortunate enough to spend a week with the “Beast of The Green Hell” recently.

This product from the AMG team hit the market to to fight Porsche’s 911 GT3 and thanks to it’s power output and a chassis honed for serious track work, it is probably the most capable car AMG has ever made.

The presence this car has the road is incredible but even standing still, the styling and design is rather lustful. In person it actually startles you in size thanks to the wider track and wider fenders (similar to the GT C). Spec your car in AMG Green Hell Magno paint and you have a head turner of note thanks to the dramatic rear end diffuser and exhaust setup and let’s not forget that boy-racer-looking rear wing.

Climb inside and you will find the same interior as the rest of the growing AMG GT lineup, differentiated by a handful of tiny alterations. The yellow traction control knob is the most obvious, sitting like an awkward pimple in the middle of the dashboard. Thanks to the roll-cage, the rear visibility is not amazing and the very low seating position leaves you and your passenger feeling like you are in an actual race car.

Nevertheless, once you settle into the charcoal-black cockpit, the GT R proves itself a comfortable enough place to cover the miles but you will never mistake the AMG Performance seats for the luxurious thrones in an S-Class. Bumbling around suburbs and slow driving is actually rather taxing on the body thanks to the stiff setup but out on the open road and highway the Beast (and the occupants) are happy as a pig in sh*t.

Simple push of the start-stop button fires the twin-turbo 4.0-litre V8 found in other AMG GT variants but this time the growl coming to life is a 577 horsepower (430 kW) and 700 Nm of torque dry-sump unit. This means the GT R produces 74 horsepower (55 kW) and 50 Nm of torque more than the GT S model. The two BorgWarner turbos housed in the engine’s valley get bigger compressor wheels, and the cylinder heads’ exhaust ports are milled to improve flow. The team from AMG also ‘stole’ an idea from Porsche where they cut fuel delivery while keeping the throttles open to avoid stalling the turbos when the driver lifts off the accelerator. The transmission bangs between gears and oh-so-enthralling popping and banging sounds take place on downshifts. Like with all AMG’s, the engine starts with a boom, pulses at idle and roars with every prod of the throttle. It’s a loud and extrovert machine.

What about the drive? Well you have the choice between five drive modes: Individual, Comfort, Sport, Sport Plus, and Race. You also get separate buttons for the dampers (two settings), exhaust, manual gearchange lockout, and stability control allow fine-tuning even within a particular mode. The addition of the bright yellow traction control knob which allows nine different levels of allowable wheel slip is the most important tunability change from the GT and GT S models.

Obviously the most ideal mode is Sport Plus because you not only get the response you want but also the immense soundtrack that spits out the four exhausts exits behind you. RACE mode is a little over the top for day to day driving but it must be an absolute hoot around the track (where this car was made to live).

As expected the biturbo V8 pushes you into the seat with brute force but because the GT R is a harder ride it feels dramatically faster than the GT C and world’s apart from the GT S. Corners are dealt with easily thanks to fat and stick Michelin Pilot Sport Cup 2’s on all four courners. The GT R also gets active rear-wheel-steer system which makes it the first AMG to receive this tech.

Price wise you looking at a starting price of R2,797,500 but as usual it comes with a lengthy list of options that can tack on a lesser Benz’s full retail price onto the cost of this super sports car. The must-have paint it was launched in should be standard but you will need to part with R140,400 and if you want some carbon stoppers, you will need a further R147,500 so the price you end up paying for this car is over the R3 million mark with some ease.

Can you live with this monster? As a daily it would be a big no from me thanks to the seating position and firm ride but as a toy for the weekend or if you are a regular track day attendee then this would be a phenomenal addition to the artillery you own. If you can handle this is a daily, then get yourself a rewards card from your local petrol station as it will become your second home very quickly when you drive spiritedly (which it kind of forces you to do).

]]>Calvin Luk is the man behind the design of the all-new BMW X3 and his latest creation in M40i guise is quite possibly the best looking SUV on the market today. He views the G01 X3 as a rugby player dressed in a fitted suit and as you will read below this is quite the accurate description.

The proportions of the car are bang on. The profile and the rear are brilliantly sculpted and it certainly catches your eye in Phytonic Blue Metallic. Among it’s competitors such as the Mercedes-AMG GLC 43 and Audi SQ5, there is no denying that the Beemer is the most dynamic looking. BMW’s signature grille is a tad more pronounced, the roof line is that much more swept and the bonnet creases are much more present. In the first ever M Performance X3, it’s a package granted by even more presence thanks to bespoke bumper treatments, neat Cerium Grey highlighting, tailpipe dimension upgrade and striking alloy wheels (R21,100 for the set on this unit).

The BMW X3 M40i packs a turbocharged (single twin-scroll) 3.0 litre inline-six engine, making 265 kW (355 hp) and 500 Nm of torque which is mated to an eight-speed automatic gearbox and thanks to the brilliance of xDrive and a sportier suspension setup, you can plant your foot flat without a hint of things getting loose. It also gets sharper steering, better brakes and stickier tires. So everything about the X3 M40i is turned up a notch over the standard car to make it seem sportier and it has achieved this to a tee.

Sprinting to 100 km/h is achieved in 4.8 seconds which is substantially quicker than the competitor from Audi (5.4 seconds) and one tenth of a second quicker than the offering from AMG (GLC 43). So now that you have a very fast mid-size SUV, how does it handle?

The X3 M40i is very quiet inside and there is little in the way of tyre or wind noise but the most important part, the engine, is always audible. As mentioned, it finds great traction off the line and the body’s pitch is well contained, so very little forward momentum is wasted by the rear end squatting and the nose raising. That same control is felt in the corners, too. Roll is minimal even when you enter corners at a respectable pace, which you can do as there’s impressive turn in grip and the chassis responds dutifully to some fast and direct steering. One of the only negative’s about this dynamic SUV is the reluctance to downshift when coming into a corner. It doesn’t change down quick enough which means most of the time you enter into the bend in a gear higher than you would desire. On the flipside, the upshifts are blisteringly fast and the 265 kW ensures you are pressed well back into your seat while accelerating.

One of the best features on this car (at least for my petrol head brain and heart) is the noise that pops out those two large tailpipes when in Sport Plus mode. I feel you would either love it and find yourself actually laughing at the brialliance or you will think it’s very unsuitable depending on how you view a performance SUV. I am most certainly the former and I could not get enough of the burble, pop and bang from gently accelerating and letting go the throttle (watch the video below and you will understand exactly what I mean). Although this is a rapid machine, if you hold your foot flat you will ultimately reach a limited 250 km/h, it ultimately rewards your ears more if you drive it much slower than what it was built for.

The build quality (as always with BMW) is right out of the top draw. Everything feels solid and to a degree expensive. To be honest, you can hardly even compare the interior from the previous X3 to this because it has been executed so well. Fit, finish, and material specifications throughout are high quality and attractive, and BMW’s latest iDrive system both looks good and functions well. The parking system (Parking Assist Plus) is easily the best system I have ever had the pleasure of using and with all the camera’s and clever CGI trickery, you are guaranteed to park this creation perfectly every single time.

So this family-friendly SUV packs the heart of a hot hatch and it is an immensely well balanced vehicle so would it be a good purchase? This is honestly one of the best car’s I have driven in a long time and it would be a welcome addition to someone looking for something with a lot of punch and noise yet refinement and comfort for long distance family trips.

How much will this package set you back? Base price is R991,100 but if you add some nice to haves and a few must have options, then the price climbs quickly. This test car had most of the bells and whistles and it would set you back R1,172,825. Expensive? Well yes it is but all cars of this calbre are expensive these days and I feel this price tag is somewhat justified for a terrific machine.

The range-topping Giulia from the Alfa Romeo range is called the Quadrifoglio and although the first customer cars arrived back in January 2017, I finally got my turn behind the wheel of Alfa’s stab at handing a blow to the mighty BMW M3 and Mercedes-AMG C63 S.

Everyone has asked me would I pick the Giulia over the M3 and I will get to that in a minute because we need to just tap on the looks of this Italian stallion. If you are parting with R1,4 million (give or take), it needs to have plenty sex appeal and this car drips with it from every angle thanks to every curve. From the snarling front bumper to the massive racecar-like rear diffuser providing the perfect exit for the mean quad exhaust tips, this sports sedan gets a big fat tick in this department.

Inside you are treated to a plethora of carbon fibre and this not only gives off an uber-sporty feel but also an expensive feel. Unfortunately, there are some interior plastic components that are a little cheap and let it down slightly for a car of this stature but you can look past this when you sit in the carbon fibre seats as they are well bolstered and graciously accept the human form. Headroom in front and back is generous thanks to the attractively domed roof, although rear legroom is a little tight if you are slightly taller than the average individual.

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A trio of knobs on the center console are within easy reach of both front-seat occupants for command of the stereo volume, the DNA drive-mode selector (with Dynamic, Natural, Advanced Efficiency, and RACE settings), and the dashboard display. The infotainment albeit a little basic is one of the easiest systems to control and the screen sits perfectly flush with the dash which unlike other cars makes it look like it is actually part of the car and not an afterthought.

The steering wheel is a little on the thin side (for me at least) as I prefer the chunkier feel but this is quickly forgotten thanks to the enormous metal shift paddles which makes them very easy to pull no matter where your hands are positioned. The steering is brilliant and the light effort that it requires shows the maturity of this steering rack from the Italian manufacturer.

So what is it like to drive? Well it is fast, really really fast and this is thanks to a 2.9-litre twin-turbocharged V6 engine (Ferrari-lineage) pushing out a whopping 375 kW (502 hp) and 600 Nm of torque. This packs enough grunt to zip the sedan to 100 km/h in 3.8 seconds and reach a top speed of 300 km/h which means it will sail past it’s German rivals with their 250 km/h limiters.

In the Giulia, the throttle response is as immediate as your right foot can move even in the calmer settings, and the suspension never goes harsh, even with the drive-mode dial set to RACE. If you like to live on the edge a little then RACE is the mode you are after. The traction control is off (and boy is it tail happy) and the valves in the quad exhausts open all the way (even at idle) to produce a glorious V6 note that can be heard from very far away. Pulling on the huge paddle shifter during acceleration gives you a nice shunt in the back and a big bang from the exhaust if the revs are just right. You are almost rewarded (in terms of noise) for driving it sensibly. Mash the loud pedal to the floor and you the gear change pops and bangs nearly disappear and the horizon appears as fast as ever.

This car needs to be driven with caution (especially in RACE) but to really get a feel for what the engineers at Alfa have achieved, one would need to blast around a circuit for a few laps. Driving this super sedan around town and on public roads is a lot of fun and one cannot deny that but it needs to and absolutely loves to stretch it’s legs which is rather difficult (at least legally) to do without a closed off piece of tarmac.So would I take the Giulia over the mighty M3? At this stage I think I would still opt for the Beemer because of two simple aspects. The comfort of the BMW ride is a little better and the interior quality is a lot better. If you will be driving it as a daily, you will be better off with the German but I feel if you want a really rapid, stupidly good sounding weekend toy / track car, then you head off to your nearest Alfa dealer and pick up the glorious Giulia Quadrifoglio.

PRO’s

Styling – Just look at it

Steering

Blistering performance

Superb soundtrack

CON’s

Interior plastics could be nicer

Rear seat space is tight for the class

Alfa Romeo Giulia Quadrifoglio South Africa

]]>https://www.zero2turbo.com/2018/02/driven-alfa-romeo-giulia-quadrifoglio.html/feed0Driven | Mercedes-AMG GT C Roadster Edition 50https://www.zero2turbo.com/2018/01/driven-mercedes-amg-gt-c-roadster-edition-50.html
https://www.zero2turbo.com/2018/01/driven-mercedes-amg-gt-c-roadster-edition-50.html#respondTue, 23 Jan 2018 16:00:14 +0000http://www.zero2turbo.com/?p=37827Overall this is an immensely impressive package and it should be for something so close to the R3 million mark.

The last time I was in a potent AMG it was the stunning S63 Cabriolet and a couple months before that I was behind the wheel of the ‘entry-level’ AMG GT.

Fast forward to the beginning of 2018 and the menacing and imposing Mercedes-AMG GT C Roadster arrived in my driveway. To make it even better it was an Edition 50 variant which I will talk about in detail but it is just one of four destined for South Africa and one of 500 to be made worldwide.

So where does the GT C fit in the GT range exactly? At the ‘bottom’ you have the regular GT (350 kw), then the GT S (384 kw), the next level (this level) is marked by the C variants of the Coupé and Roadster with 410 kW and 680 Nm peak torque. The top of the line is the AMG GT R with 430 kW (585 PS) and 700 Nm of torque.

So what does the 410 kW translate to in the GT C Roadster Edition 50 we drove? 0 to 100 km/h happens in just 3.5 seconds and thanks to the 557 horspower on tap a top speed of 316 km/h (limited) is reached with ease.

The GT C roadster is gorgeously curvaceous, from its convex Panamericana grille to its tapered rear end, and looks more beautiful than its coupe counterpart especially when that fabric roof is folded away. The GT C features a wider rear end (almost 70mm) than the GT/GT S to accommodate a greater rear track and fatter rear tires.

So let’s quickly talk pricing here. The base price for the GT sits at R2,028,900 while the GT S will knock your wallet to the tune of R2,295,200. The GT C Roadster has a base price of R2,703,000.00 which is actually just R90k or so shy of the big daddy GT R priced at R2,797,500. Now this is not a regular GT C Roadster as we have mentioned as this is a one of 500 in the world Edition 50 and has a price tag of around R2,864,000 making it the most expensive offering in the GT range (in South Africa at least).

So what does the Edition 50 get you?

The Edition 50 will be available in two exclusive special paint finishes: designo graphite grey magno and designo cashmere white magno. To give the exterior a distinctive look, black chrome highlights are applied. The surface of the cross-spoke AMG forged wheels has been harmonised with the black chrome elements of the exterior.

The interior is marked by a contrast between black and silver. This colour scheme is followed not only by the trim in STYLE exclusive nappa leather in silver pearl/black with grey diamond-patterned contrasting topstitching, but also by the black AMG Performance steering wheel in DINAMICA microfibre with grey contrasting topstitching, “Edition” lettering on the steering wheel bezel and 12 o’clock mark in silver pearl.

The roof opens and closes in just 11 seconds at speeds of up to 50 km/h and because it is a soft top just tucks away behind your head. This is a huge plus as it doesn’t make the already small boot even smaller.

Enough blabbing on about price now, so how is it to drive? To sum it up in one word I would say enthralling. Playing around in the drive modes you quickly realise that Sport+ is the mode to be in. The pops, banks and crackles coming from those large rear pipes entices you to keep the revs higher than necessary to get the loudest bang. The suspension is very stiff in Sport+ but that can quickly be fixed with one push of the suspension setting to take you to the Comfort level. RACE mode I would suggest leaving for the track because with a peak torque of 680 Nm being sent directly to the rear wheels, you will need a little extra space (if you get what I am trying to say) to get used to the dynamics. Urban suburbs and surrounds most certainly does not require this driving mode so you will find yourself leaving it in Sport+.

The in-gear acceleration is like all the angry AMG’s but there is so much more theatre and drama when the roof is off making this feel a boat load faster than anything else I have driven from the AMG offering. As mentioned, there is a tsunami of acceleration, not that you can use it all on roads like ours, but for a twin-turbo engine throttle response is superb, as is the snappy twin-clutch gearbox. In truth you find yourself short shifting at 4,500rpm because there’s just so much torque and no real benefits to wringing its neck.

Overall this is an immensely impressive package and it should be for something so close to the R3 million mark. This is AMG at its very best, a full-on sensory overload, but really you need a race track (and a race driver) to show what the GT C is capable of and if track days are for you then the Coupe would probably be the answer.

]]>https://www.zero2turbo.com/2018/01/driven-mercedes-amg-gt-c-roadster-edition-50.html/feed0Driven | Lamborghini Huracán Performantehttps://www.zero2turbo.com/2017/12/driven-lamborghini-huracan-performante.html
https://www.zero2turbo.com/2017/12/driven-lamborghini-huracan-performante.html#commentsMon, 04 Dec 2017 07:06:45 +0000http://www.zero2turbo.com/?p=36447It is so well-rounded that I can't help feeling there's room to create an even harder, rawer and more uncompromising version.

When the Lamborghini Huracán Performante hit the scene we all knew it was something special considering it grabbed the Nurburgring lap record for a production car (even if it was just for a short while) and when I finally saw it in the flesh/metal/carbon at the launch in September I simply could not wait to get behind the wheel of the fastest raging bull that money can buy at the moment.

Driving any Lamborghini is one hell of an occasion but driving the hardcore version of the already rapid regular Huracán reminded me why I have petrol flowing through my veins and a nice little tap on the shoulder to keep me motivated in the quest to own one.

Where do we get started on this special piece of kit from Sant’Agata Bolognese? Well the first thing you see is the exterior of the car itself so let’s start there. As expected the untrained eye / non-petrolhead will simply call it a Lamborghini or if they know a little more then maybe the Huracán but to us enthusiasts, it looks quite drastically different in Performante form. It is the details that set this apart from it’s less angry sibling.

Parts of the body are formed from chopped, forged carbon fibre, which, produced from short parts rather than large sheets, can be quickly formed into parts that are more intricately shaped than large sheets of it. Thanks to extensive use of this new forged tech, the Performante weighs 40 kg less than the regular car which doesn’t seem much but as you know it has more power too.

That rear wing is extremely prominent in the design and it transforms the profile of the car into something a lot more furious. Restyled front end with active aero also sticks out when comparing the Huracan range and if you look at the motor, you will notice the 631 hp engine has a bronze finish (which pays homage to previous special-edition Lambos). Overall it is one of the most sensational looking V10’s around and turns heads as much (if not more) than the Aventador.

Step inside and you are greeted with a rather welcome and fairly comforting sight (provided you choose the regular seats and not the desperately uncomfortable fixed-back bucket seats. Unlike many track-honed specials which are as comfortable as a Pollsmoor prison cell, the Performante’s cabin doesn’t compromise on comfort. Forged carbon looks sensational on the dash and centre console and you also get the creature comforts like air-con and sat-nav (should you decide to keep them on your spec). Seating position is spot on for smaller individuals like myself but for very tall chaps, I don’t think you will find it as bang on.

Powering the supercar is the 5.2-litre V10 found in the regular Huracan but this version has been uprated to 631 horses and 600 Nm of torque allowing the car to accelerate from stand still to 100 km/h in 2.9 seconds (others have tested it as faster than that). Where did they get the power hike from? They started with a new intake manifold, a lighter and repositioned exhaust system and then fitted new titanium valves with more lift.

Driving this car is a sensation I will never forget. The way it gets off the line with zero traction issues is astonishing and if you do a few hard accelerations in a row, your insides will ask you to give them a break. It properly throws you into the seat and the push coming from behind your head is unrelenting. Coupled with the blisteringly quick gear changes and a soundtrack that is up there with the best in the world, you find yourself immersed in your own Italian passion-filled world. This is as addictive as motoring gets.

Even driving slowly you pop it into manual and let the revs climb until it is an orchestra of V10 perfection coming from those two huge exhaust pipes. Put the car into Strada mode and it quietens down and becomes very civilized with gear changes you can’t even feel. Sport takes it up a notch with better throttle response the orgasmic soundtrack commences and in Corsa you get an all out attack on your senses and a nice shunt in your backside when shifting up through the gears. Each mode has it’s own way of grabbing all your attention and there is just not enough adjectives in this world to describe how brilliant this car is. I just have to have a go on track in the future to really see how this honed bull behaves out there.

The Performante, then, is much more than just track toy. Yes its active aero tech pushes the supercar envelope, and there’s enough genuine dynamic talent to trouble its competitors. But this remains a car that you could happily use every day.

In fact, the Performante is so well-rounded that I can’t help feeling there’s room to create an even harder, rawer and more uncompromising version to sit above it. One with more noise, less weight and power sent solely to the rear axle. Now imagine that.